This engine was built for a rest/cruiser car that had high torque, low maintenance, fun-to-drive car that will eventually end up with fuel injection. The basic engine and components are:

340 LA Block (a 360 block would have equal results)

Edelbrock RPM Heads Prepped by Hughes Engines, inc

Kit Block Preparation

Basic 4.00” Stroker kit with 2308 pistons (final CR 10.1:1)

Main Stud Girdle

Hydraulic Roller cam HER2836AL-106

1.6 ratio rockers

Super Victor Intake Manifold, modified for Fuel injection

830 CFM Barry Grant carb with annular discharge, well modified

1 ¾ “ Dyno headers

1” open carb spacer

This engine had 9.5” vacuum @ 950 RPM and sounded good with a powerful, authoritive idle quality. For a street cruiser, the low RPM torque is very important for quick throttle response and fun driving. This engine had 452 lb/ft torque at 3000 RPM and a maximum of 530 @ 4600 RPM. The HP peaked at 504 @ 5500 RPM. Notice how flat both curves are. This makes a very torquey, easy-to-drive street car.

NOTE: This engine was dyno’d with the Fuel Injection-prepared Super Victor intake manifold with the reworked 830 Demon carb. If this engine was going to use the carb, we would have used a deep port matched Performer RPM intake. This intake would have increased the torque all of the way up in the curve with no loss of top end HP. The engine could have been built with the Iron Ram iron heads in a hot street ported configuration for a lower cost and no power loss. Likewise, the hydraulic roller cam could have been replaced with a flat tappet camshaft with no power losses for a lower cost.

Carburetor rework note: The carb was installed out of the box and then reworked to provide the improved power, torque and brake specific curves.

Click on graph below to enlarge

EngSpd
RPM

STPTrq
Clb-ft

STPPwr
CHp

A/F
Ratio

BSFC
lb/hph

3000

452.0

258.2

11.86

0.491

3100

450.6

266.0

11.95

0.476

3200

455.7

277.7

12.12

0.457

3300

462.9

290.8

12.24

0.443

3400

469.5

303.9

12.58

0.427

3500

474.7

316.3

12.74

0.418

3600

482.4

330.7

12.90

0.416

3700

494.7

348.5

13.13

0.407

3800

505.8

366.0

13.28

0.403

3900

518.6

385.1

13.13

0.410

4000

521.3

397.0

12.84

0.420

4100

526.8

411.3

12.63

0.425

4200

523.9

418.9

12.70

0.428

4300

525.0

429.8

12.56

0.436

4400

526.0

440.7

12.04

0.453

4500

524.5

449.4

12.25

0.447

4600

530.2

464.4

12.71

0.431

4700

524.7

469.5

12.66

0.443

4800

523.2

478.1

12.70

0.445

4900

517.7

483.0

12.71

0.451

5000

508.6

484.2

12.40

0.468

5100

506.1

491.5

12.19

0.474

5200

498.1

493.1

12.04

0.488

5300

494.1

498.6

11.79

0.499

5400

487.1

500.9

12.09

0.489

5500

481.6

504.4

12.09

0.490

5600

466.0

496.8

12.53

0.485

5700

459.0

498.1

12.88

0.475

5800

451.0

498.0

11.68

0.526

5900

431.8

485.0

11.34

0.558

6000

416.2

475.5

11.39

0.568

Lumsden Dyno Test #15

Small Block Stroker. 416”C.I. 504HP

This engine was built for a Resto/Cruiser car that would have high torque, low maintenance and be a fun car to drive. This particular engine will end up with I.R. fuel injection. The basic engine and components are:

The engine had 9.5” vac @ 950 RPM, and sounded good with a powerful, authoritativeidle quality. For a street cruiser, the low RPM torque is very important for quick throttle response and fun driving. This engine had 452 ft/lbs torque @ 3000 and a maximum of 530 ft/lbs @ 4600. The H.P. peaked at 5500 RPM @ 504 H.P. Notice how flat both curves are. This makes a very torquey, easy to drive street car. Spreading the lobe separation will increasethe vacuum and mellow out the idle at the expense of some H.P. and torque lose. Note: This engine was dynoed with the FI. prepared super Victor intake manifold with the reworked 830 DEMON carb. If this engine was going to use this carb, we would have useda deep port matched RPM intake. This intake would have increased the torque all the way up in the curve with no loss of top end H.P. The engine could have been built with the Iron Ram heads with the Hot Street porting configuration for a lower cost and no power loss. Likewise, the hydraulic roller cam could have been replaced with a flat tappet of the same size with no power losses for a lower cost.

Carburetor rework note: The carb was installed out of the box and re-worked to provide the improved power, torque and brake specific curves. Look at dyno test #16 to see the differencein power.